Metal cross-tie and rail-fastener.



No. 771,177. PATENTED-SEPT. 27, 1904. B. s. SAWYER & 0. 0. BULL.

METAL GROSS TIE AND RAIL PA STENER.

APPLIGATION FILED JAN. 27. 1904. N0 MODEL.

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B. S. SAWYER & C. G. BULL. I; METAL GROSS TIE AND RAIL FASTBNER.

APPLICATION FILED JAN. 27, 1904.

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NE SSE S Czaz'ence CTBuZZ UNITED STATES Patented September 27, 1904.

PATENT CEEICE.

BEN S- SAWYER, OF EL PASO, TEXAS, AND CLARENCE C. BULL, OF ALBUQUERQUE, TERRITORY OF NEW MEXICO.

METAL CROSS-TIE AND RAlL-FASTENER.

SPECIFICATION forming part of Letters Patent No. 771,177, dated September 27, 1904.

Application filed Januar: 27,1904. Serial No.190,795. (N0 model.)

To all whom it may concern:

cross-tie and novel track-rail-fastening means that engage the tie, whereby the cross-tie is afforded a wide base and an essentially arched form at its upper portion that adapt it for the reliable support of a heavy weight, although a limited area and weight of plate metal is employed in its construction; and the track-rails are held secured on said crosstie at a selected distance apart in a reliable manner, which permits the removal of the trackrails as occasion may require, and a further object is to so construct the rail-fastening means that track-rails of different weights and thickness of the rail-bases may with equal facility be clamped securely upon the improved cross-tie.

The invention consists in the novel construction and combination of parts, as is hereinafter described, and defined in the appended claims.

Reference is to be had to the accompanying drawings, forming a part of this specification, in which similar characters of reference indicate corresponding parts in all the figures.

Figure 1 is a perspective view of the improved cross-tie in part and of a portion of a track-rail held on the cross-tie by the improved rail fastening device. Fig. 2 is a transverse sectional view of the cross-tie substantially on the line 2 2 in Fig. 1, showing the improved rail-fastener in connection with the track-rail and cross-tie. Fig. 3 is an enlarged transverse sectional view of the upper portion of the cross-tie, showing a novel detail thereon forming a portion of the improvedrail-fastener. Fig. 4 is a perspective view of a rail-base clamp, which is also a novel view. of a rail-base clamp designed for engagement with the improved cross-tie and with track-rails having a uniform width of basefianges. Fig. 7 is a plan view of a cross-tie and an end view of spaced track-rails that together diagrammatically indicate the relative positions of the track-rails on the crosstie at openings therein which receive securing means for the track-rails when they are arranged as a straight railroad-track. Fig. 8 is a similar view of the tie and rails, showing their arrangement on the tie with regard to openings in the tie which receive securing means when the track is moderately curved; and Fig. 9 is a plan view of the improved cross-tie and an end view of track-rails as spaced apart at openings in the cross-tie for the reception of securing means when the railroad-track is given an extremely short curve.

In the construction of the improved crosstie a rectangular sheet of metalsuch, for example, as steel-plate of proper area and thicknessis provided. At an equal distance from opposite edges the plate-metal blank is bent to form two acute angles a, these equal angles determining the width of the base-plate 10 for the cross-tie, and, as shown, the base-plate is arched upwardly a suitable degree. The upward arched construction for the base-plate is important, as it assures the firm seating of the cross-tie upon the ballast that forms the upper surface of the road-bed and also prevents the lateral diffusion of the ballast between the cross-ties. The angles a represent the lower corners of the tie-body and are of such a degree as Will incline the two equal side walls 11 of the tie-body, so that their upper edges will nearly approach each other.

Upon the inclined side walls 11 at and near their upper edges two similar depending flanges 12 are formed that extend the length of the tie, and, as shown in Figs. 1 and 3, the inner vertical sides Z) of the flanges 12 have close contact throughout their areas, the flanges and side walls together forming a flat top surface for the cross-tie. At a suitable distance from each end of the cross-tie body a vertical opening 0 is formed in the contacting flanges 12, and at proper distances apart extending toward the longitudinal center of the tie-body two series of openings similar to the opening a are formed in the flanges 12. Preferably the openings 0 are each produced by formingopposite flat-bottomed channels of about equal depth in the vertical faces of the flanges 12, and these channels that are disposed oppositely in pairs provide quadrangular openings when the flanges have contact. In the bottom of one channel of each opening 0 a series of V-shaped ribs 0' is produced by the formation of similar transverse grooves 0 which are spaced apart by the ribs, the opposite wall of the opening being smooth, this construction of all the openings 0 being shown for one opening in Fig. 3. For convenience the channels produced in the flanges 12 may be formed by suitable means before the side walls of the cross-tie are inclined toward each other, and when the flanges 12 are afterward made to contact by a proper inclination of said side walls 11 and the channels therein are disposed directly opposite each other in pairs the flanges 12 may be united by welding them together or by other means, so as to greatly stiffen the structure, thus enabling the cross-tie to support a heavy load and also hold the ballast in place below the tie, which its peculiar form in cross-section adapts the tie to do. The openings 0 which are near one end of the cross-tie that may be at the outermost track-rail if there are curves in the track are spaced differently from the similar openings 0 that are near the other end of the cross-tie. As shown in Fig. 7, which represents the relative disposal of the openings in the cross-tie and the location of trackrails thereon where the railroad-track is straight, the openings 0 near the right-hand end of the tie are disposed in two sets or groups, each of said groups comprising three openings 0 that are spaced one-fourth of an inch from each other, and the two groups of three openings are as groups spaced apart a greater distancethat is, of an extent which will permit the outer edge of the base-flange on a track-rail of standard weight to be located above the inner side of the outermost opening 0 of the outer set of three openings when the inner edge of the first opening in the inner set or group is directly below the inner or opposite edge of the base-flange of the track-rail. The openings 0 that are near the left-hand end of the crosstie are separated from each other as follows: The two inner openings 0 of the group are spaced apart onehalf ofan inch. The second opening 0 from the innermost one is spaced three-fourths of an inch from the one nearest the innermost one. The third opening from the innermost one in this group is separated from the opening last mentioned such a distance as will locate its inner transverse edge directly below the outer edge of the base-flange of a track-rail of standard weight when the other or inneredge of said base-flange is directly above the inner edge of the innermost opening 0 of the lefthand group. The fourth opening 0 from the innermost one is separated from the third onehalf of an inch, and the outermost opening 0 of the left-hand series is spaced three-fourths of an inch from the fourth one from the innermost opening of said series.

The diagrammatic representation of the track-rails and cross-tie shows an arrangement of the rails on the tie having a separation or track-gage of sixty inches apart, the dotted lines in said figure showing the correct positions of the rails on the cross-ties when the track is five-foot gage and the track-rail bases are of standard breadth, which adapts the openings 0 nearest the respective edges of said rail-bases to receive the improved railclamping devices, which will now be described.

In Figs. 4 and 6 two nearly similar rail-base clamps are shown, the one represented in Fig. 6 being most available for general service and consisting of the following details: A metal billet 13, that forms the body of the clamp, is mainly rectangular in cross-section and has such breadth and thickness as adapts it to fit neatly in the half portion of an opening 0 in the improved cross-tie that is providedwith the ribs 0 on its side wall. Upon one side of the clamp-body a series of V-shaped ribs d is formed spaced apart by V-shaped channels (Z, these ribs and channels, which are similar in form and dimensions with those in the openings 0, being designed to be forced into close contact with the ribs and channels of said openings, as will presently be explained. Upon the upper portion of the clamp-body 13, which in service projects a suitable distance above the level upper surface of the crosstie whereon a track-rail A is seated, a bearing-pad e is formed that extends from one edge wall of the clamp-body which in use is nearest to the base-flange A of the track-rail A. The pad 0 is of proper length for effective service, and in this construction of the pad the lower surface thereof may be sloped outward and upward to have full bearing on the base-flange of a track-rail A. At the lower end of the clamp-body 13 and at the side opposite that whereon the ribs d are formed an outward curvature is given to the material, as shown at g in Figs. 4: and 6. A rectangular-bodied locking-key 14 is furnished to hold the clamping-block 13 in position, and, as shown in Figs. 2 and 5, it consists of a flat metal bar of the proper dimensions to require driving on its head for its complete insertion into the unoccupied por tion of the opening 0. The key 14: is furnished with a head-flange 7t, that projects from one side thereof at the upper end, and a slope or incline i is formed at the lower end of the key on the same side from which the headfiange projects, thus giving a wedge-1ike taper to said lower end of the key.

In applying the improved rail-fastening device for securing track-rails of a maximum or standard weight and dimensions upon the improved cross-ties, assuming that the track is straight and a proper openingc of each series of said openings in a respective cross-tie is located adjacent to the outer edge of a baseflange A, as hereinbefore explained, and that consequentlysaid track-rails are so positioned on the ties that they are spaced apart a predetermined gage, then the blocks 13 (shown in Fig. 6) are employed for securing the rails upon the cross-ties, and in this case the walls of the clamping-blocks that are immediately below the pads e, which bear on the baseflanges, contact with the outer edges of the said base-flanges and prevent the track-rails from spreading apart. It is to be understood that upon theinsertion of the clamping-blocks 13 Within the openings 0 they are forced laterally, so as to nearly embed the ribs (Z in the grooves c in the openings and, of course, similarly embed the ribs 0 in the grooves or channels (Z. The keys 14 are now inserted and driven down into the openings 0 at the sides of the clamping-blocks 13, forcing the latter downward and laterally, the complete embedment of the ribs in the channels or grooves, as explained, serving to draw the pads firmly down upon the rail-base flange. In driving the keys 14 completely down into the openings 0 the tapered lower ends of the keys z'will ride upon the outwardly-sloped lower portion g of the side walls on the clamping-blocks 13, which will bend these thin ends of the keys outward, as shown clearly in Fig. 2, and hold thekeys from accidental displacement. If it becomes necessary to remove the keys, this can be readily elfected by driving a wedge under the overhanging .flanges it, forming the heads of said keys, and then applying a suitable lever for the complete removal of the keys.

The clamping-block 13 (shown in Fig. i) is similar to thatrep'resented in Fig. 6 in alldetails except that the pad o thereon is of a greater length than the pad 0 and on the lower side of the pad 6 an offset shoulder e is formed at a suitable distance from the body of the clamping-block, thus providing two bearingsurfaces 6 e thereon.

When track-rails of less than maximum standard weight and size are employed in the construction of a railroad, and consequently the base-flanges of such rails are of less width than the flanges A, (shown in Figs. 1 and 2,) the clamping-blocks l3,having the shoulders e, are employed to hold the track-rails in position on the improved cross-ties. In order to space the two lines of rails apart a proper distance to preserve the standard gage, the blocks 13 are inserted in openings 0, that may be the same as would be used if heavier track-rails were employed, and in this case the pads 6* bear upon the base-flanges of the track-rails, and the shoulders e have contact with the outer edges of the rails to prevent the track from spreading, it being understood that the keys 14 are inserted in the vacant spaces in the openings 0 and driven down, so as to clench their tapered lower ends 2', as already explained.

It is found'of advantage to prevent cramping of the wheels on rolling-stock upon trackrails at curves in the track to slightly widen the gage of the track in proportion to the curvature of the curve. As represented in Fig. 8, which indicates the track-gage widened to sixty and one-fourth inches from the standard of five feet, the rails A are both shifted one opening and one space between them toward the left-hand end of the cross-tie, which will space the rail at the right-hand end of the cross-tie one-fourth of an inch from its former position at the outermost opening and change the one at the left-hand end of the cross-tie one-half of an inch from its former position or the one it would occupy on a straight track, so it will be evident that by securing the track-rails at the points indicated by dotted lines in Fig. 8 the track-gage will be widened one-fourth of an inch, which is the usual increase given to the width of gage for curves of moderate degree. In Fig. 9 the track-gage is increased from sixty inches to sixty and one-half inches, which is the maximum width for curves of less radius than is provided for in Fig. 8. To effect this change in the gage from that already described, the track-rails A are each shifted one opening 0 and an intervening space at each opening toward the left-hand end of the cross-tie, as shown in Fig. 9, which will change the lateral position of the right-hand rail A the distance of one opening plus one-fourth of an inch, while the rail at the left is moved the distance of one opening plus three-fourths of an inch, which effects the widening of the track at a sharp curve one-half of an inch.

It will be seen that by forming and spacing apart the openings 0 as hereinbefore described the width of the track between rails may be increased at curves a necessary degree to permit easy running of car-wheels thereover without a noticeable change in the degree of curvature given to the rails at curves.

The extreme lightness, strength, durability, and economy in the use of material, the superior means for securing track-rails of different weights and dimensions on the cross-ties, and the comparatively low cost of production are features of advantage claimed for our improvement. Furthermore, as the improved cross-ties when in position on a properly-ballasted road-bed afford a non-resilient support for the track-rails and the concavity of the bases of the ties holds them from lateral movement on the ballast it is claimed that a more permanent smoother track is afforded and wear and tear of rolling-stock is reduced, as well as repairs to the railroad, as compared with such incidental expenses of a road having the ordinary wooden ties and the usual means for holding the track-rails in place thereon.

Having thus described our invention, we claim as new and desire to secure by Letters Patent 1. A cross-tie formed of a plate of metal bent to give the tie triangular form in crosssection and provide a wide base and narrower rail-seat thereon.

2. A cross-tie formed of a plate of metal bent to produce a base-plate and two side walls that equally incline toward each other and have contact at their upper edges.

3. A cross-tie formed of a plate of metal bent to produce two acute angles thereon, affording a base-plate and two side walls that incline toward each other, the upper edges of said side walls having depending flanges thereon that have contact with each other.

4. A cross-tie formed of a plate of metal rectangular in contour, bent to provide an upwardly-arched base-plate and two similar side walls that incline toward each other, and an integral vertical depending flange on the up per edge of each side wall, said flanges having contact with each other at adjacent faces.

5. A cross-tie formed of a plate of metal bent to give it triangular form in cross-section and provide depending flanges on the upper edges that have contact, said flanges having vertical spaced openings therein adapted to receive a track-rail clamp.

6. A cross-tie formed of a plate of metal, bent to give it triangular form and provide two depending flanges on the meeting upper edges thereof, said flanges having evenlyspaced vertical openings arranged near one end of the tie-body, and openings differing in distance apart, arranged in series near the other end of the cross-tie.

7. A cross-tie formed of a plate of metal, bent to give it triangular form and provide two depending flanges on the meeting upper edges thereof, said flanges having vertical quadrangular openings therein, and V-shaped spaced ribs formed transversely on one wall in each opening.

8. The combination with a triangular-bodied plate-metal cross-tie having two depending flanges on its upper meeting edges, said flanges having series of spaced vertical openings therein, and a series of spaced transverse V- shaped ribs on one wall in each opening, of a track-rail clamp, comprising a four-sided block having a laterally-extending bearingpad on its upper end, that seats upon the baseflange of a track-rail that seats on the crosstie, said clamping-block having a series of spaced V-spaced ribs on one side adapted to engage with the ribs in a respective cross-tie opening, the clamping-block having an outward incline on its lower end at its side opposite that having the ribs thereon, and a keybar fitted to drive in the opening at one side of the clamping-block, the lower portion of the key-bar having wedge form, and adapted to curve sidewise when driven over the incline on the clamping-block.

In testimony whereof we have signed our names to this specification in the presence of two subscribing witnesses.

BEN S. SAVVYER. CLARENCE C. BULL.

Witnesses:

SUMNER (J. MORSE, Geo. L. STOOKWELL. 

